2002 ISUZU AXIOM length

6D3±22
STARTING AND CHARGING SYSTEM (6VE1 3.5L)
4. Check for continuity between slip ring and rotor core.
In case of continuity, replace the rotor assembly.
066RS017
Stator Coil
1. Check for continuity across the stator coils. If no
continuity exists, replace the coils.
Resistance value at 20
C.
Standard: Approx. 0.07

066RS034
2. Check for continuity across one of the stator coils and
stator core. If a continuity exists, replace the coil.
Standard: More than 1M

066RS035
Brush
Measure the brush length.
Replace the brush if it exceeds the limit.
Standard: 18.0mm (0.709in)
Limit: 5.5mm (0.217in)
066RW024

6E±35
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS

Inspect all wires in the engine compartment for proper
connections, burned or chafed spots, pinched wires,
contact with sharp edges or contact with hot exhaust
manifolds or pipes.
Basic Knowledge of Tools Required
NOTE: Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge.
A basic understanding of hand tools is necessary to effec-
tively use this section of the Service Manual.
Serial Data Communications
Class 2 Serial Data Communications
Government regulations require that all vehicle
manufacturers establish a common communication
system. This vehicle utilizes the ªClass 2º communication
system. Each bit of information can have one of two
lengths: long or short. This allows vehicle wiring to be
reduced by transmitting and receiving multiple signals
over a single wire. The messages carried on Class 2 data
streams are also prioritized. If two messages attempt to
establish communications on the data line at the same
time, only the message with higher priority will continue.
The device with the lower priority message must wait.
The most significant result of this regulation is that it
provides Scan tool manufacturers with the capability to
access data from any make or model vehicle that is sold.
The data displayed on other Scan tools will appear the
same, with some exceptions. Some Scan tools will only
be able to display certain vehicle parameters as values
that are a coded representation of the true or actual value.
On this vehicle the Scan tool displays the actual values for
vehicle parameters. It will not be necessary to perform
any conversions from coded values to actual values.
On-Board Diagnostic (OBD II)
On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which is
a pass or fail reported to the diagnostic executive. When
a diagnostic test reports a pass result, the diagnostic
executive records the following data:

The diagnostic test has been completed since the last
ignition cycle.

The diagnostic test has passed during the current
ignition cycle.

The fault identified by the diagnostic test is not
currently active.
When a diagnostic test reports a fail result, the diagnostic
executive records the following data:

The diagnostic test has been completed since the last
ignition cycle.

The fault identified by the diagnostic test is currently
active.

The fault has been active during this ignition cycle.

The operating conditions at the time of the failure.Remember, a fuel trim DTC may be triggered by a list of
vehicle faults. Make use of all information available (other
DTCs stored, rich or lean condition, etc.) when
diagnosing a fuel trim fault.
Comprehensive Component Monitor
Diagnostic Operation
Comprehensive component monitoring diagnostics are
required to monitor emissions-related input and output
powertrain components. The
CARB OBD II
Comprehensive Component Monitoring List Of
Components Intended To illuminate MIL
is a list of
components, features or functions that could fall under
this requirement.
Input Components:
Input components are monitored for circuit continuity and
out-of-range values. This includes rationality checking.
Rationality checking refers to indicating a fault when the
signal from a sensor does not seem reasonable, i.e.
Throttle Position (TP) sensor that indicates high throttle
position at low engine loads or MAP voltage. Input
components may include, but are not limited to the
following sensors:

Vehicle Speed Sensor (VSS)

Crankshaft Position (CKP) sensor

Throttle Position (TP) sensor

Engine Coolant Temperature (ECT) sensor

Manifold Absolute Pressure (MAP) sensor

Mass Air Flow (MAF) sensor
In addition to the circuit continuity and rationality check,
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel
control.
Output Components:
Output components are diagnosed for proper response to
control module commands. Components where
functional monitoring is not feasible will be monitored for
circuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are not
limited to, the following circuits:

Control module controlled EVAP Canister Purge
Valve

Electronic Transmission controls

A/C relays

VSS output

MIL control

Cruise control inhibit
Refer to PCM and Sensors in General Descriptions.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors a
vehicle system or component. Conversely, an active test,
actually takes some sort of action when performing
diagnostic functions, often in response to a failed passive
test. For example, the EGR diagnostic active test will
force the EGR valve open during closed throttle decel
and/or force the EGR valve closed during a steady state.
Either action should result in a change in manifold
pressure.

6E±119
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Fuel System Diagnosis

 
StepNo Ye s Value(s) Action
181. Relieve the fuel pressure. Refer to the Fuel
Pressure Relief.
2. Disconnect the fuel return line from the fuel rail.
3. Attach a length of flexible hose to the fuel rail return
outlet passage.
4. Place the open end of the flexible hose into an
approved gasoline container.
5. Run the fuel pump with the Tech 2.
6. Observe the fuel pressure indicated by the fuel
pressure gauge with the fuel pump running.
Is the fuel pressure within the specified limits?
290-376 kPa
(42-55 psi)
Go to Step 19Go to Step 20
19Locate and correct the restriction in the fuel return line.
Is the action complete?
ÐVerify repairÐ
20Visually and physically inspect the fuel rail outlet
passages for a restriction.
Was a restriction found?
ÐVerify repairGo to Step 11
21Is the fuel pressure indicated by the fuel pressure
gauge above the specified value?
0 kPa (0 psi)Go to Step 22Go to Step 23
221. Command the fuel pump ªONº with the Tech 2.
2. Using suitable pliers which will not damage the fuel
hose, gradually apply pressure with the pliers to
pinch the flexible fuel return hose closed.
CAUTION: Do not let the fuel pressure exceed
the second specified value.
Does the fuel pressure indicated by the fuel pressure
gauge rise above the first specified value?
376 kPa
(55 psi)
414 kPa
(60 psi)
Go to Step 11Go to Step 7
231. Command the fuel pump ªONº with the Tech 2.
2. Remove the fuel filler cap and listen for the sound of
the fuel pump running.
3. Turn the pump off.
Was the fuel pump running?
ÐGo to Step 7
Go to Fuel
System
Electrical Test
Chart

6E±584
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
A continuous purge condition with no purge commanded
by the PCM will set a DTC P1441.
Poor idle, stalling and poor driveability can be caused by:

A malfunctioning purge solenoid.

A damaged canister.

Hoses that are split, cracked, or not connected
properly.
Enhanced Evaporative Emission Control
System
The basic purpose of the Enhanced Evaporative
Emissions control system is the same as other EVAP
systems. A charcoal-filled canister captures and stores
gasoline fumes. When the PCM determines that the time
is right, it opens a purge valve which allows engine
vacuum to draw the fumes into the intake manifold.
The difference between this and other systems is that the
PCM monitors the vacuum and/or pressure in the system
to determine if there is any leakage. If the PCM
determines that the EVAP system is leaking or not
functioning properly, it sets a Diagnostic Trouble Code
(DTC) in the PCM memory.
The enhanced EVAP system is required to detect
evaporative fuel system leaks as small as 0.020 in. (1.0
mm) between the fuel filler cap and purge solenoid. The
system can test the evaporative system integrity by
applying a vacuum signal (ported or manifold) to the fuel
tank to create a small vacuum. The PCM then monitors
the ability of the system to maintain the vacuum. If the
vacuum remains for a specified period of time, there are
no evaporative leaks and a PASS report is sent to the
diagnostic executive. If there is a leak, the system either
will not achieve a vacuum, or a vacuum cannot be
maintained. Usually, a failure can only be detected after a
cold start with a trip of sufficient length and driving
conditions to run the needed tests. The enhanced EVAP
system diagnostic will conduct up to eight specific
sub-tests to detect fault conditions. If the diagnostic fails
a sub-test, the PCM will store a Diagnostic Trouble Code
(DTC) to indicate the type of detected.

7A1±20
TRANSMISSION CONTROL SYSTEM (4L30±E)
C07RT006
Class 2 data is also pulse width modulated. Each bit of
information can have one of two lengths: long or short. On
the other hand, UART data bits come in only one length
(short). The pulse width modulation of Class 2 data allows
better utilization of the data line.
The message carried on Class 2 data streams are also
prioritized. This means that if two devices try to
communicate on the data line at the same time, only the
higher priority message will continue. The device with the
lower priority message must wait.
NOTE: The Class 2 data wire is always terminal 2 of the
new 16±terminal Data Link Connector (DLC).
16 ± Terminal Data Link Connector (DLC)
OBD II standardizes Data Link Connector (DLC)
configurations. The DLC, formerly referred to as the
ALDL, will be a 16±terminal connector found on the lower
left side of the driver's side instrument panel. All
manufacturers must conform to this 16±terminal
standard.
826R200011

TRANSMISSION CONTROL SYSTEM (4L30±E)7A1±75
DTC P1850 Brake Band Apply Solenoid Malfunction
D07R200010
Circuit Description

The brake band apply solenoid is a normally open
solenoid which controls the flow of fluid for brake band
application. The Powertrain Control Module (PCM)
uses Pulse Width Modulation (PWM) and changes
the duty cycle to control the solenoid. The PCM turns
the solenoid on (energized) and off (deenergized) at a
constant frequency. The length of time the solenoid is
energized during each on/off cycle is called the pulse
width. By varying or ªmodulatingº the pulse width, the
solenoid output pressure is changed. Since the
solenoid is normally open, increasing the pulse width
increases the duty cycle and decreases the output
pressure. PWM control provides smooth band
application without an accumulator. The band is only
applied in first and second gears.

In the event of an electrical failure (open), the
solenoid regulates at the maximum oil flow (0% duty
cycle).

The solenoid is activated by a current. This current is
produced by applying a voltage to one side (the High
side) and a ground to the other side (Low side).

The High Side Driver (HSD) is a circuit of the PCM
that acts as a switch between the solenoids and the
supply voltage. The High side of the solenoid is
permanently supplied with voltage. When the ignition
is off, the HSD is turned off.This DTC detects a continuous open or short to ground in
the brake band apply solenoid circuit or the brake band
apply solenoid. This is a type ªDº DTC.
Conditions For Setting The DTC

Battery voltage is between 10 and 16 volts.

Ignition is ªonº, Engine ªrunº.

The PCM commands the solenoid ªonº and the
voltage remains high (B+), or the PCM commands
the solenoid ªoffº and the voltage remains low (zero
volts).

All conditions met in 1.34 ~ 1.56 seconds.
Action Taken When The DTC Sets

Inhibit brake band apply solenoid.

The PCM will not illuminate the Malfunction Indicator
Lamp (MIL).
Conditions For Clearing The DTC

The DTC can be cleared from the PCM history by
using a scan tool.

The DTC will be cleared from history when the vehicle
has achieved 40 warmup cycles without a failure
reported.

The PCM will cancel the DTC default actions when
the fault no longer exists and the ignition is cycled ªoffº
long enough to power down the PCM.

8F±52BODY STRUCTURE
8. Remove the windshield support.
9. Remove the upper moulding.
10. Remove the windshield.

Use a knife to cut through part of the adhesive
caulking material.

Secure one end of a piece of steel piano wire (0.02
inches in diameter) to a piece of wood that can
serve as a handle.

Use a pair of needle nose pliers to insert the other
end of the piano wire through the adhesive caulking
material at the edge of the windshield glass.

Secure the other end of the piano wire to another
piece of wood.

With the aid of an assistant, carefully move the
piano wire with a sawing motion to cut through the
adhesive caulking material around the entire
circumference of the windshield glass.

Attach some cloth tape (1) on the body for
protecting the painting surface.
607RW012

Clean the remaining adhesive caulking material
from the area of the body which holds the
windshield.
Installation
To install, follow the removal steps in the reverse order,
noting the following points:
1. Clean the bonding surfaces of both the windshield
and body panel with a soft rag and white gasoline.
2. Install the spacer.

Attach spacers in six locations as shown in the
figure.

Always use new spacer.
607R200001
3. Install the windshield upper molding.

Peel off the tear-away paper from the windshield
upper molding, and start applying it with one end of
the glass and cut away the surplus at the other end
of the glass for length adjustment.

Always use new upper molding.
4. Temporary install the windshield support.
5. Apply the primer to the windshield and body panel.

Apply the primer (3) (Sun star # 435-40 or
equivalent) to the windshield side bonding surface
as shown in the figure.

Apply the primer (Sun star # 435-95 or equivalent)
to the body side bonding surface.
NOTE: Apply an adhesive 3 minutes or more but within
24 hours after the application of primer. If more than 24
hours have passed, reapply primer.
Primer should be handled as following:
1. Use the primer manufactured 3 months or less
ago and having been kept in an refrigerator.
2. Wipe off primer-stains on positions other than
requires application.

SUPPLEMENTAL RESTRAINT SYSTEM 9J±12
4. Connect the appropriate pigtail adapter to the SRS
deployment harness.
5. Remove the driver air bag assembly from vehicle.
Refer to Inflator Module Removal in this Section
9J±3.
WARNING: W H E N S T O R I N G A L I V E A I R B A G
ASSEMBLY OR WHEN LEAVING A LIVE AIR BAG
ASSEMBLY UNATTENDED ON A BENCH OR OTHER
SURFACE, ALWAYS FACE THE AIR BAG AND TRIM
COVER UP AND AWAY FROM THE SURFACE. THIS
IS NECESSARY SO THAT A FREE SPACE IS
PROVIDED TO ALLOW THE AIR BAG TO EXPAND IN
THE UNLIKELY EVENT OF ACCIDENTAL
DEPLOYMENT. FAILURE TO FOLLOW
PROCEDURES MAY RESULT IN PERSONAL INJURY.
6. Place the driver air bag assembly on a work bench or
other surface away from all loose or flammable
objects with its trim cover facing up, away from the
surface.
827RW009
7. Clear a space on the ground about 183 cm (six feet) in
diameter where the driver air bag assembly is to be
deployed. A paved, outdoor location where there is
no activity is preferred. If an outdoor location is not
available, a space on the shop floor where there is no
activity and sufficient ventilation is recommended.
Ensure no loose or flammable objects are within the
deployment area.
827RW015
8. Place the driver air bag assembly, with its trim cover
facing up, on the ground in the space just cleared.
9. Stretch the SRS deployment harness and pigtail
adapter from the driver air bag assembly to its full
length.
10. Place a power source near the shorted end of the
SRS deployment harness. Recommended
application: 12 volts minimum, 2 amps minimum. A
vehicle battery is suggested.
11. Connect the driver air bag assembly to the pigtail
adapter on the SRS deployment harness.
Deployment harness shall remain shorted and not be
connected to a power source until the air bag is to be
deployed. The driver air bag assembly will
immediately deploy the air bag when a power source
is connected to it.
NOTE: Ensure that the pigtail adapter is firmly seated into
the driver air bag assembly connector. Failure to fully
seat the connectors may leave the shorting bar located in
the driver air bag assembly connector functioning
(shorted) and may result in non deployment of the driver
air bag assembly.
12. Verify that the area around the driver air bag
assembly is clear of all people and loose or flammable
objects.
13. Verify that the driver air bag assembly is resting with
its trim cover facing up.
14. Notify all people in the immediate area that you intend
to deploy the driver air bag. The deployment will be
accompanied by a substantial noise which may
startle the uninformed.
15. Separate the two banana plugs on the SRS
deployment harness.
NOTE: When the air bag deploys, the driver air bag
assembly may jump about 30 cm (one foot) vertically.
This is a normal reaction of the driver air bag to the force
of the rapid gas expansion inside the air bag.
NOTE: W h e n t h e a i r b a g deploys, the rapid gas
expansion will create a substantial noise. Notify all